Railroad-switch.



l. A. CALL.

` RAILROAD SWITCH.

I APPLICATION FILED MAR. 26, I9I3. L 1,138,605. f Patented May 4, 1915.

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THL .mm-els PETERS C9.. PHUm-LITHO wASHlNurmv n l. A. CALL.

RAILROAD SWITCH.

APPLICATION FILED MAR. 26| T913. 1,138,606@

Patented May 4, 1915.

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MM #um THE MORRIS PETERS C0..PHO1U;LITHO.,WASH1NGTUN, D. C.

geren IRA CALL, OF DENVER, COLORADO, .ASSIGNOD TO CALL SWITCH COMPANY,OF

i DENVER, COLORADO, A CORFORATION OF ARIZONA.

RAILROAD-SWITCH.

aisance.

Specification of Letters Patent.

Patented May 4, i915.

Application filed March 26, 1913. Serial No. 756,868.

To all whom. it may concern Be it known that I, linx A. CALL, a citizenof the United States, residing at Denver, in the county of Denver andState of Colorado, have invented new and useful Improvements inRailroad-Switches, ofwhich the following is a full, clear, concise, andexact description, reference being had to the accompanying drawing,forming a part of this specification. Y e

My invention pertains to railroad switches,

and particularly relates to switches of the type known as stub switches,z. e., switches in which lengths of rail are movably mounted between theapproaching and the trailing side of `the switch, such rail lengthsbeingv urged against split-point switches, that thev extreme end of theswitch rail is very readily broken. Stub switches, in the forms in whichthey have been produced until quite lately, have been subject, however,to important and very dangerous disadvantages of their own. Among thesedisadvantages may be mentioned the objection that the heavy strains andimpacts imparted by the cars to the switch,'have in the course ofthewear of the switch, resulted in the stub rails failing to make perfectalinement between the rails on the approaching and trailing sides of theswitch. This failure to make proper alinement, or lipping as it is tech?nically called, has resulted in seriousdisasters, and has been one ofthe causes of the stub switch being considered unsafe and impracticable.With these conditions in view, l have heretofore devised several formsof stub switches which avoid the disadvantages of the olderr forms ofstub switches; and it is an object of the present invention to produceanother form of stub switch,

which will be safe in use under the severestv conditions of wear, etc.,which will not be subject yto impairment by reason of tempera;

ture changes or the creeping of the rails, which will be capable ofwithstanding the shocks and strains imparted to it by the cars, andwhich will be of a simple and durable construction.

A. stub switch constructed in accordance with my vpresent invention isdescribed, by way ofexampla in the following specification and shown inthe accompanying drawings. t is to be understood, however, thatthe formdescribed and shown is not the only one in which my invention may beem,- bodied, and that changes may be made in the construction which isdescribed and shown without exceeding the scope of my invention asdefined in theappended claims.

In the drawings Fig'ure l is a plan of stub switch constructed inaccordance with my invention; Fig. 2 is a section through the same, thesection being taken on .the line 2-2 of Fig. l, looking in the directionof the arrows; Fig. 3 is a sectional view, on an enlarged scale, of anend of 'one ofthe fixed rails, and the guard rails adjacent thereto,showing the manner employed for securing the fixed rails to the bedplates of the switch; Fig. t is a sectional view, on an kenlarged scale,through the movable end of one of the pairs of stub rails, Vshowing themanner of limiting the movements of said pair ofstub rails; Fig. 5 is aperspective view of the block employed for connecting the rails of eachpair of stub rails together; Fig. G is a sectional view through thepivoted end of one of the pairs of stub rails; and Fig. 7 is alongitudinalsectional view takenv on the line 7 7 of Fig. 1 looking'inthe direction of the arrows.

Like reference characters refer to like parts throughout thespecification and the several figures of the accompanyingdrawings.

Referring now toy the drawings, and par ticularly to Fig. 1 thereof, 10and 10a indicate the fixed main line rails, on the approaching end ofthe switch, and 1l and 1la turn out side of the switch. 13 and 13indicate fixed guard rails which are provided, adjacent the main linerails, on the approaching end of the switch.

The fixed rails are rigidly secured to bed plates 14 and 14a, providedat the main line and turn out sides of the switch, respectively. 1t willbe seen that the fixed. rails are in pairs at each side, and at each endof the switch; and these pairs o-f fixed rails are preferably secured tothe bed plates 14 and 14n in the same manner. y lt will be suflicienttherefore, to describe the manner of securing one pair-say the main linerail 10 and guard rail 13-to the bed plate. Referring, therefore, toFig. 3, which is a section through the rails 10 and 13, 15 indicatesangle irons, which are secured tothe bed plate 14 by means of bolts 16or the like, and which are secured to the rails 10 and 13 by means ofbolts 17 passing through these rails, and through a spacing block 18.which is interposed between them. The block 13 is shaped so as toconform to the adjacent inner surfaces of the rails, and is hollowedout, at its Lipper part, so as to allow suiiicient room for the iangesof the car wheels. lt will be seen that by this means a firm and rigidconnection is made between the rails 10 and 13 and the bed plate 14. Itwill also be seen that the only operation necessary to rbe performedinthe ield is the boring of the webs of the railslO and 13 to receivethe bolts 17. The other parts will be supplied ready for fitting, andcan readily be assembled at the place where the switch is to beinstalled.

Secured upon t-he bed plates 14 and 14a, are spacing plates 19 and 19Lof such length that their ends will abut against the ends of the fixedrails at the aproaching and trailing ends of the switch. This abuttingrelation is clearly shown in Fig. 7, similar sections at the otherpoints of abutment being identical. These spacing plates 19 and 19aserve to maintain deiinitely the spaced relation between the ends of thefixed rails, which relation, without the provision of thel spacingplate, would be liable to vary by reason of the contraction andexpansion of the fixed rails owing to temperature changes, or by reasonof `the creeping of the fixed rails. Upon the spacing plates 19 and.19LL are mountedstub rails 20, 20a, 21 and 21a of the switch, which arearranged in two pairs, of -which pair the pair 20 and 21 is pivot-allymounted upon the spacing plate 19, and the pair 20a and 21a is pivotallymounted upon theI spacing plate 19a. The stub rail 20 is adapted to makeconnection between thev approching main line rail 10 and either thetrailing main line rail 11 or the siding rail 12, according to the-position of the stub rails. The stub rail 21 acts as a guard rail forthe stub rail 20. The stub rail 2Oa Vis adapted to y rail 10a.

make connection between the approaching main line rail 10 and thetrailing mainline rail 11, when the stub rails are in one position. Thestub rail 21d is adapted to make connection between the approaching mainline rail 10a and the siding rail 122L when the stub railsl are in theother position. W'hen the switch is in siding position, the stub rail 2Oforms a guide rail for the stub rail 21a.

The stub rails 2Oa and 21a are connected together, at vthe trailing endof the switch, by means of bolts 22 (Fig. 6) passing through them andthrough a block 23, which block is of a generally similar character tothe blocks 18 described above. is, however, provided with a downwardlyextending threaded pin 24, which passes through alined holes in thespacing plate 19a and bed plate 14a, and is tightened to an eX- tentsufficient to maintain the stub rails iirmly in position whilepermitting them to move about the pin 24 as a. pivot. When the nut 25has been properly placed upon the pin 24, it is preferably secured inposition by means of a split pin 26. By this means the stub rails 2O and20a are pivotallyk mounted upon the spacing plate 19a, so as to beableto swing about the pin 24 so as to bring the ra il 20, or therail 21a,into alinement with the main line rail 10, according as it is desiredthat the train pass into the siding or continue on the main line. rlhestub yrails 20 and- 21 are pivoted upon the spacing plate 19 in the samemanner, and preferably by the same means as that described withreference to the rails 20 and 21a. They are pivoted, however, at theapproaching side of the switch, instead of at the trailing side of theswitch.

The stub rails 20a and'21EL are connected, at

the ends thereof adjacent the approaching end of the switch, by means ofbolts 27 passing through their webs, and through a connecting block 28'of a similar nature to the block 23 described above. The block 2S isprovided with a downwardly extending threaded pin 29, which passesthrough slots 30 and 31 formed in the spacing plate 19a andthe bed plate14a, respectively. A nut 32 is screwed upon the pin 29, beneath the bedplate 14L and: is secured in its proper position by means of a split pin33, all in a similar manner to that described with reference to theblock 23 and nut 25. The slots 30 and 31 Vare so positioned and are ofsuch length'that their ends form stops for limiting the movement of thestub rails 20 and 21a. vWhen the pin 29 abuts against the left hand endsof the slots 30 and 31 (Fig. 4) the stub rail 20a' is inaccuratealinement with the main line rail 10a, and when the pin 29 is inengagement with the right hand ends of the slots 30 and 31, the stubrail 21a will be in accurate alinement with the main line The stub rails2O and 21 are conrIhe block 23 attached to the inner side of the stubrail 21 adjacent the trailing end of the switch.` The opposite end ofthe walking beam 35 is connected, by means of a pivoted link 3S, with anear 39, which extends from the inner side of the stub rail 20, at theapproaching end of the switch. It will be seen that the con nection,established by the walking beam 35 and the links 36 and 38, between thepair of stub rails 20 and 21, and the pair 2Oa and 21a, is such that amovement of the ends of the stub rails 2O and 21 toward the turn outside f thel switch, will necessarily result in a movement of the stubrails 2O*L and 21il toward the main line side of the switch. In otherwords, supposing the stub rails to be in the position shown in Fig. 1;c'. e., in the position in which the stub rails 20 and 20L makeconnection betweenl the approaching main line rails 10 and 10a and thetrailing main line rails 11 and 11a: if the stub rails 20 and 21 aremoved toward the Vturn out side of the switch, thus bringing thetrailing end of the stub rail 2O into alinement with the siding rail, acorresponding movement of the stub rails 2Oa and 21a will be effected,thus bringing the stub rail 21a, in place of the stub rail 20, intoalinement with the main line rail 10a. It will thus be seen that therail20 is always in use, carrying the cars along the main line or intothe siding, ac-

cording as its trailing end is in alinementk with the trailing main linerail 11, or the siding rail 12. On the other hand, the rail 20 onlycarries the cars when the switch is in main line position; and the rail21 only carries the cars when the switch is in siding position.

VIn order to effect the movement of the stub rails from one position tothe other, I pro* vide a stub shaft 40, which Vis rockably mounted inabearing 41 secured to the eX- tended end V42 of one of the track ties.The stub shaft 40 is provided, at one of its ends, with a crank 43 whichis connected by means of a link 44 with an ear 45, which extends overthe stub rail 20, at a point adjacent the trailing end thereof. To theopposite end of the stub shaft 40 is connected an operating lever 46. Itwill be seen that, by rocking the crank 43 by the use of the lever 46,the stub rails will be caused to move from the position shown in Fig. l,to that in which the stub rail 20makes connection between the main linerail l0 and the siding rail 12, and

the stub rail 21a makes connection 'between the main line rail 1011andthe siding rail 12a.

In order to support the bed plates 14 and 14'r1 at thepoints of junctionbetween the Xed rails and the stub rails, I may provide auxiliarysupports at these points. In the construction shown in the drawings,these supports are shown as being inverted short lengths of rail 47(Figs-4 and 6) secured to each side of the bed plate 14n by means ofrivets 48.

The Yconstruction described above pro.- duces a stub switch which isabsolutely safe even under the severest conditions of wear. Lippingofthe rails is impossible, and any shocks or strains to which the switchmay be subjected by passing cars are adequately provided for. Verticalmovement of the stub rails is eifectually prevented by the nuts 25--25and 32-32 on the ends of the pins 24-24 and 29-29, respectively. Theswitch is of a simple and durable construction and may be installed withease and with a minimum of work in the field. Y

I-Iaving thus described* lmy invention, what I claim as newand desire tosecure `by Letters Patent is'- 1. A railroad track switch of the buttendtype,comprising approaching and trailing track rails, throw railsbetween the ends of said track rails operating from their opposite ends,and bed plates having their ends abutting against the ends of the trackrails and forming rigid connections between said approaching andtrailing track rails and over which said throw rails operate.

2. In a railroad switch, the combination with approaching main linerails, trailing main line rails and siding rails, of bed plates havingtheir ends abutting against the ends of said rails, a stub rail locatedbetween the approaching and trailing rails on the main line side of theswitch and pivoted on one of said bed plates adjacent the approachingend of the switch, the other end of said stub rail being movable so asto aline either with the trailing main line rail or the siding rail, apair of stub rails disposed side by side at the turn out side of theswitch and pivoted on one of said plates adjacent the trailing end ofthe switch, one stub rail of said pair being in aliement with thetrailing main line rail and the other stub rail of said pair being inalinement with the siding rail, said pair ofl stub rails being movableso as to bring` one or the other of them into alinement with theapproaching main line rail, and suitable means for shifting said stubrails to change the switch from main line to siding position and viceversa.

3. In a railroad switch, the combination with approaching main linerails, trailing Vmain line rails and siding rails, of bed tween theapproaching and trailing rails on the main line side of the switch andpivoted to one of said bed plates adjacent the approaching end of theswitch, the other end of said stub rail being movable so as to alineeither with the trailing' main line rail or the siding rail, a guard atthe side of said stub rail and moving therewith, a pair of stub railsdisposed side by side at the turn ont side of the switch and pivotedadjacent the trailing end of the switch, one stub rail of said pairbeing in alinement with the trailing main line rail and the other stubrail of said pair being in alinement with the siding rail, said pair ofstub rails being movable so as to bring one or the other of them intoalinement with the approaching main line rail, and connections wherebywhen one of said stub rails is moved the other stub rails participate insuch movement.

4. In a railroad switch, the combination with a pair of bed plates,approaching' main line rails rigidly secured to said bed plates,trailing main line rails rigidly secured to said bed plates, and sidingrails rigidly secured to said bed plates, said rails having their endsabutting against the ends of said bed plates, of a stud rail locatedbetween the approaching and trailing rails on the main line side of theswitch and pivoted adjacent the approaching end of the switch, the otherend of said stub rail being movable so as to aline either with thetrailing main line rail or the siding rail, a pair of stud railsdisposed side by side at the turn out side of the switch and pivotedadjacent the trailing end of the switch, one stubl rail of said pairbeing in alinement with the trailing main line rail and the other stubrail of said pair being in alinement with the siding rail, said pair ofstud rails being movable so as to bring one or the other of them intoalinement with the approaching main line rail, and means for shiftingsaid stub rails to change the switch from main line to siding positionand vice versa.

In witness whereof, I have hereunto subscribed my name in the presenceof two witnesses.

Y IRA A. CALL.

Witnesses:

CHARLES G. Corn, ANNE SOLOMON.

Copies of this patent may be obtained for ve cents each, by addressingthe Commissioner of Batents, Washington, D. C.

